Automotive vehicle



Nov. 8, 1938. E. C. MERRY AUTOMOTIVE VEHICLE Filed March 20, 1936 6 Sheets-Sheet l fl l0. n e v n Edward' 'Mery Q @w00 mul A llorneys Nov., 8, 1938.

E. c. MERRY AUTOMOTIVE VEHICLE Filed Maron 2o, 195e e sheets-sheet 2 Inventor Mix/@2&7 'ferg By @ma y Attorneys 6 0 s 0J .t 5., uw 3 h S .117 2 t e e h S 6 6 w% Yml Rm, O RVZ Eh.. MVC .um COM ,Wd ETS Ul Ai F Nov. 8, 1938.

NDV. 8, E;l C, MERRY AUTOMOTIVE VEHICLE n Filed March 20, 1936 6 Sheets-Sheet 4 Inventor Z'nwra? @Merry Byv'og and Attorneys .Il (LIHI'IIJHI a Il la...

Nov. 8, 1938. E Q MERRY AUTOMOTIVE VEHICLE Filed March 20, 1956 6 Sheets-Sheet 5 NOV. 8, 1938. E, Q MRRY 2,135,906

AUTOMOTIVE VEHICLE Filed March 20, 1936 6 Sheets-Sheet 6 orney:

85,1933 Y. l e i a .i

Edward i). Merry, Dickinson, lN. Dak., assigner to? j i. Vernon Manila-Forsyth, Mont.

Application vMarelli 20,1936, Serial No. 69,969

5 Claims. (CL 180-22) This invention relates in general to motor vesaid frame to permit turns to be made easily and hicles, and .more particularly to motor vehicles with aminimum wear on tires, as well as relieving of the larger type adapted to haul heavy loads a large amount of strain onrunning gear parts. such as trucks, busses and railroad vehicles'. i The foregoing and other objects `will be more My invention `is applicable to such vehicles of apparent from the following description made in 5 both the unitary frame type and the trailer type, .connection with. the accompanying drawings and the truck or truck portion of my motor wherein like reference characters refer to similar Vehicle. in each instance, as shown, is of the sixparts throughout the several views, and in wheel type. My invention contemplates both lyvhichz single axle and multiple-axle drive units, and in Fig. l is a view illustrating application of the m thecase of multiple-axle drive unit, each of the invention to a draft and trailer vehicular assem' driving wheel assemblies is driven by an indel bly; pendent motor. Fig. 2 is a View illustrating somewhat diagram- It is an object of my invention to provide a matically, two speed change transmissionsfplaced l motor vehicle ofthe class described which posremotely from one' another; 'f 15 sesses greater driving power in proportion to Fig. 3 is a fragmentary detail elevational'view the vehicle weight; which has excellent load dis- .of a vehicular spring equalizing assembly; tribution and which will withstand long continu- Fig. 4 is a detail view clearly illustrating the ous usage with reduced maintenance cost, and equalizing assembly and with the wheels on the which may be manufactured or assembled at renear side removed; i 20 duced cost in comparison with competitive ve- Fig. 5 is a detail view illustrating certain feahicles f of equal performance. f tures hereinafter more fully referred to;

It isa` further object to provide such a motor Fig. 6 is a sectional view taken substantially vehicleuof simple, strong construction and one on the line 6-G of Fig. 5; which can be, for the mostl part, assembled fromv Fig. '1 is an edge elevationalview of a plate and 25 conventional motor, axle and power transmission associated parts forming parti of the assembly units now extensively utilized in v truck and bus' shown in Fig. 5; l construction. y Fig. 8 is a plan view of a slide forming part of It is still further an objecty to provide motor the assembly shown in Fig. 7 and also showing s '30 Vehicle construction of the type described which the ends oi the springs secured to the slide; 30 will'aiford greater safety, maneuverability and Fig. 9 is an enlarged fragmentary detail 'secbetter riding qualities. tional view oi the aforementioned assembly and I provide. in my construction.' a number of coillustrating certain details hereinafter more fuuy y Y operating mechanisms, all of which contribute to referred to;

.the unitary result ofsupplying a relatively long Fig. 101s n perspective viewv of a stop pin; 35

vehicle wherein the weight of the load is Well dis- Fig 11 is a perspective view of a, rod forming tributed, and which has the flmC'OlS and advanpart of the mechanism for shifting the gear shift tages Previously recited: In the multiple-aide lever of a pair of transmissions in accordance drive type I prefer to mount two independent with the present invention;

`40 motors of thelight truck type on the chassis or Fig. 12 is a fragmentary detail sectional View 40 frame, one behind the other, whereby the drivthmughthe rod shown in Fig 11; ing shafts of the two dnvng units can be fils" Fig. 13 is a vertical sectional view through an poed in more s; les lica'lallelnilatithland 1i his air duct hereinafter more fully referred tol no necessary o se e eren as on e driving axles or to depart from standard con- Fig 114 is* jgtkfnl Vev taken substantlatly struction. I provide simple and efficient means on the me o g' 13' v. for supplying a draft of air to the radiator of 'Fig' 151s. a' View illustrating, a' modled form the rearwardly disposed motor. I provide means of the invention; for equalizing the deflection of the springs for Fg- 16 is E' dem Sectmnal ew taken Sub' the dual or multiple-axles, so that obstacles and Stantiauy 0n the une 5v-l5 0f Fg- 15? 50 bumps and irregularities in road surfaces may be Fig. 17 is a fragmentary detail elevational view encountered with the greatest ease in driving. I of a modified form of slide plate and associated alsol provide connections between the chassis parts; frame and the rear multiple-axle unit which per- Fig. 18 is a detail elevational view showing the l mits transverse shifting of said unit relatively to manner of connecting the vehicular wheel spring 55 with the slide plate oi' thev assembly shown in Fig. 17

Fig. 1,9 is a view in elevaion tive positions oi' the drive connections between the transmissions and diilerentials in a different arrangement of vehicular construction;

Fig. is a detail view with some parte broken away, showing the driving connection between the auxiliary motor and the-auxiliary driving axle of the first described form pf the invention. shown lin. Fig. 1; and

Fig. 21 is a more or less diagrammatical plan view showing the motor arrangement and end connections.

Referring to the drawings ence numerals refer to corresponding parte throughout the several views, it will be seen that,

in accordance with the present invention, I may provide, as shown in Fig. 1, a draft motor vehicle or truckv indicated generally by the reference numeral I. 4

A motor vehicle or truck of conventional type may t: utilized but I prefetto use one of the smaller motor type for the reason that by we of a similar auxiliary motor therewitlL-I am able to obtain greater driving power upon dual-driving axle assembly in relation to the weight of the motors, transmission mechanisms and frame oi' the vehicle. In carrying out .the i'orm of my invention shown in Fig. l. the rear part of the body is removed, the entire chassis is utilized and an auxiliary motor, as shown in the form of an internal combusition engine 3, preferably' of similar construction and horiiepower'to` the main truck motor 1 (see Fig. 2), is mounted on the frame, as shown, slightly rearwardly of the truck cab.

The controls for the two motors 1 and 6 are connected together for operation by the driver in unison, and to provide for shifting of the levem 8 and 9, (see Fig. 2) of the transmissions l@ ai il, resort is had to a substantially hollow tube i2 preferably arranged as suggested in the drew ings and in one end the tube i2 is pivqtally cone nected with the lever 8 as at I 3 while at its rela= tively opposite end the-tube i2 is connected with the lever 8 as at Il.

Adjacent the end thereof connected with the lever I, the tube i2 is suitably formed at le to provide an arm rest, and this part is also equipped with a spring clip i3 which V the forearm in a manner to hold the proper position on the tube I2 so that es the geen shift lever l is manipulated a. ccrresmndlng movement will be transmitted to the shirt lever 9 forplacing the transmission i8 and li at the same selected forward, or as the cass be, reverse speed.

In motor' trucks there is sometimes provide-c. suitable lock structure indicated generally which must be released before the gear shift lever, for example the gear shift lever 8 can be manipuu A up;

lated. Where such a lock structure is provided for both the lever 8 and the lever 9, (the lock structure for the lever I being herein designated by the reference numeral i3) provision is also made for the simultaneous release of the lock members i1 and i8, this provision in the present instance being in the form of a cable i9 that 'is clearly shown in Fig. 12, is trained through a part -is formed with a hand ring or the like, 2l, so that the operator may conveniently pull on the cable I9 to release the lock i8 while with his other hand showing the relaf.

at 2| in Fig. 1 of the drawings, is employed any wherein refer#l I.

- the chassis frame.

the operator is releasing the lock i1 prior to a. manipulation of the gear shift lever 8.-

Where a trailer, such for example, as indicated suitabledraft connection 22 may be resorted to as is thought to be apparent.

The driving wheels 23 and driving axle assembly of the draft vehicle or truck 5 are of co'nventional constructlon and are connected for driving with the truck motor 1 in the usual manner, no change being necessary in the construction, location or connections of such parts.

Further in the form of the invention shown in Fig. l, in addition to the rear driving wheels 23 oi' the foundation truck 5, there is provided rearwardly of the wheels y23 a pair of driving wheels 24 and drive is transmitted from the transmission Hjto the wheels 24 through an axle and differential assembly oi usual construction provided for these wheels and also through the medium .of a propeller shaft 2o housed within a torque` tube 26, as best shown in Fig. 20.

The driving axle assemblies are connected to the frame in the following manner. Springs 21 for the driving wheels 23 are connected to the axle housing in conventional manner. The iorward ends of springs 21 are connected with the chassis of the foundation truck in conventional mannen' while the rear ends of said springs 21 are each pivotaily connected at point 28 to one end of a .sprocket chain 29.

As clearly shown in llig. 3 the sprocket chains o trained over sprocket wheels 38 suitably at the lower ends of suspension brackets ich depend from opposite sides of the chasime of the draft vehicle. The chains 29 wso pivotally connected as at 32 with the l artig ends of springs 33 provided for rear t n g chains 29 `connecting the opposing ends of .gs 21 and 33 in co-o-peration with the sprockover which the chains are trained, consti- ...itc equalizing mechanism for equalizing deectiene of the iront and rear sets oi springs and displacements of the front and rear driving axle assembly when wheels` are encountering irregular road surfaces.

l' have found that it is of great advantage to connect or mount the rear driving axle assembly below the vehiclefframe in suchmanner as to permit relative shifting of said assembly transversely of the chassis. To this end, the rear ends of springs 33 ,are connected with a slide 'parforming part of one or more different assemblies hereinafter more fully referred to. One of the aforementioned assemblies may consist, as best shot-sn for example in Figs. 6 to 8, inclusive, o! e. plate 34 having on its top side a rib 35 to which is Secured in any suitable manner a rod 36 the ends of which are journaled in bearing brackets 31 that depend from opposite side members of Disposed against the under side of the plate 34 and adapted for movement relative thereto and transversely of the vehicular frame, is a lslide plate 38 to the under side of which, at its respective opposite end, are secured .in any suitable manner and as indicated at 38,

the aforementioned rear ends of the springs 33. For lubricating the contiguous faces of the plates 34 and 38, plate.38 is provided with a series of Alemite fittings, or the like, 40.

Because of the 4spring equalizing mechanism and the sliding connection of the rear axle assembly just described, the slide connection members including plates 34 and 38 may rock on the atascos shaft 36 when displacement of the axle assemblies take place. For example, ii the wheels 23 are riding over a bump, spring El will be denected upwardly causing, by a pull upon the chains 2d, the springs 33 and rear driving axle assembly to be displaced downwardly. The displacement of the forward portion of springs 33 produces swinging action on the springs and slight roclnng of the connection parts 36 and di? take place upon the shaft 3d.

On each side of the trarne and disposed just forwardly of the connections between the tor ward ends oi springs and the eoualizing chains, I prefer to provide depending abutment mehr bers A, as'shown, in the form oi heavy channel irons rigidly secured at their upper ends to the sides of the frame channel. Forward displacement of the rear driving axle assembly, which sometimes happens in startmg movement oi the vehicle, causes the spring connecting members 32 to abut against the members a, thereby preventing displacement of the slide connection pressure or strain upon the driving shalt or universal connections.

It will also be apparent that the torque. tubev 2t will serve to uniformly maintain the space between the wheels 2d and 23 and yet et the same time when the draft and trailer assembly is negotiating a turn wheels 2d and associated parts by reason of the connection ci the springs 33 with the plate 3d will be permitted to slide either toward the right or left, thus permitting the turn to be negotiated more smoothly and without drag and weer on the tires.

When it is desired to retain the plate 3d against sliding movement, as backing the vehicle, resort v may be had to stop pins or the like, di which may be readily inserted downwardly through openings i2 provided therefor in the plate i3d in a manner best shown in Fig. 9.

In Fig. 19 is illustrated an application of the invention to a motor truck, there being illustrated the entire assembly shown for example in Fig. 2 as well as the entire assembly shown for.

example in Fig. 5 so that further detail explanations of these-assemblies as used in the manner suggested in Fig. 19 is believed unnecessary..

However, in Fig. 19 is illustrated a slightly modied form of chain and sprocket connection between the springs 21a and 33a. Thus as shown in Fig. 19 and also in Figs, 15 and 16, opposite sides of the chassis frame have depending therefrom relatively broad plates or hanger brackets 43 which, adjacent the lower corners thereof, are provided with guides ed for the sproclret may be had to the assembly suggested in Figs. 15 and 16, to connect the rear axle assembly with the frame and to insure the maintaining of the rearwardmost wheels against shifting either forwardly or rearwardly. Thus for this purpose and as shown in Figs. l5 and 16, resort may be had to a rod it which, at one end, is clamped at di to the axle now provided for the rearwardf most wheel 2da and at its forward end rod 86 is provided with a ball head d8 suitably engaged in a two-part socket structure de mounted on a heavy plate E@ which extends transversely of the vehicle between the plates ed, all oi which is best shown in Fig. i6.

The heavy plate nl preferably isv rigidly secured to the shaft which acts as-the pivot for chain sprockets dil and extends upwardly from the shaft to the underside of the vehicle `iframe, and said plate or partition lid extends completely across the frame and may have turned vertical edges welded, or otherwise secured to the side plates d3, ii the construction shown in Figs. 15 plates d@ and 3d. thus guarding against any i,

,l In place of the mechanism shown in Fig. 5 for connecting the rear driving axle assembly withand i6 is utilized.

the vehicle frame to permit limited sliding of said assembly transversely of the chassis, other suitbouncing action, l provide a heavy depending' strap 52 preferably of .i shape, the upper end of which is rigidly attached to a cross member 6l of Athe vehicle frame. The stern portion of the .l strap is disposed rearwardly or the plates 5l and t@ and acts as a stop to prevent displacement longitudinally. of the chassis while the turned lower portion ofthe strap underlies the chains 29 and which chain is trained over i sprockets i5 suitably journaled within the guide 44, as shown.

In connection with the above, it will be understood, however, that if desired, the identical same connection between springs 2id and dtd may be resorted to and this is clearly suggested in Fig. d.

In Fig. 19 is suggested the idea of having the torque tube 26a. corresponding to the torque tube 2d in Fig. 1 extending to the rearwardmost pair of wheels and a torque tube 26D connecting the forward motor to the forward axle assembly. In other words the torque tube leads from the rear motor to the rearmost tandem axles in each embodiment. In the embodiment shown in Fig. 19, however, the tandem axles are placed farther back than in Fig. 1. The only diierence between the two tubes is in their length. When a dual driving axle construction is not desired, resort plate iii and prevents any substantial separation o plates di and tu, due to bouncing action. The outer and slightly uptuxned tip of the J strap is preferably secured to the plate Sd by suitable connection means. The strap 52 which is preferably disposed centrally oi the slide plates 5I and dt, therefore acts as' a keeper and abutment member for the sliding parts. The construction just described permits relatively swinging of the ses rear driving axle assembly to the chassis 'frame through the pivotal connection of the pivot bolts 'de with the rear end of springs 33.

dtilso, in accordance with the present invention, I provide for a proper cooling of the auxiliary motor e by inter-posing between the cab 5t of the draft vehicle and the motor d, air collection and deflection means which will serve to direct air downwardly and rearwardly through the core of55 the radiator of the rear motor 6. l

.Eis shown, such means comprises a large Vertically disposed scoop 55 (see Figs'. l, 13 and 14) having a forwardly turned iiang'e El which, as shown, overhangs to some extent, the top of the truck cab and is spaced therefrom, said scoop having also forwardly turned side flanges 5S disposed some distance outwardly of the side walls of the cab. The large back and vertical portion of scoop ed is provided with a large aperture registering with the front of the radiator. As the vehicle moves forwardly, air will be collected by the scoop and deflected with considerable force through the core of the radiator to cool the motor. 9

From the foregoing description it will be seen that, in all forms of my invention, a highly efilcient distribution of weight and load is effected by my tandem wheel and axle assemblies in cooperation with: their connections with the frame and in cooperation with the spring equalizing mechanism utilized. The .weight "and load supported by the wheel assemblies connected with wheels 23 and 24 are very uniformly distributed upon the wheels disposed in tandem by a threepoint suspension or support at each side of the chassis. That is, the front end of. spring 21 of the forward wheel assembly is pivotally connected at 21a with the vehicle frame while the rear end of ,spring 33 of therear wheel assembly is pivotally connected to the frame at a point 33a spaced considerably from the first mentioned connection of the front' springs; The third point of suspension is on the equalizing chain sprocket 30, one of which is'disposed at each side of the vehicle, support being. transmitted through the ,bolster-s or other depending means which connect tlsprocketl shaft with the underside of the chassis frame, and uniformfdistribution of weight and ladis assured by the equalizing connections between the rear ends of the front springs 2l vand the forward ends ofthe rearsprlngs 33 of the tandem axle assembly. -The`,elcient load distribution functions are obtained in my improved vehicle whether one, two'or more of the tandem axle assemblies are driven, or not., White I have illustratedtandem axle assemblies having only two sets of wheels, it will of course be apparent that three orv more sets of wheeis posed in .tandem mayP be `utilized with even greater weight distributionweect for larger vohicles and Afor heavier loads. In" going over it regular r road surfacesLthe proportions oi' the load distributed uponlthe'several wheels of my tandem assembly will vary but very slightly and vjolting and tilting of the load is minimized.

With myl construction I have described, the turning of the vehicle in rounding et curves in travel is greatly facilitated by my' mechanism Whichconnects the rear of the tandem axle assembly with the rear portion of the frame to permit transverse shifting of the frame relative to the axle assembly.` Thus, -in making a turn,

ven the front steering wheels of the foundation Vrok are turned to follow a curved path, the Aear of the chassis'frame shifts or swings rela- .tively toA the-tandem axle assembly, my slide connections permitting such shifting action.

' Lateral draggingl of the wheels and lateral strains upon the axle assemblies is thus substantially eliminated withA the'result that tires, springs and axle assembly parts will withstand considerably more wear-than in thek case-of other-tandem driven motor vehicle construction.

It further will be seen that withmy axle assembly equalizing construction andV mechanism for uniformly Vdistributing .the load, that the front and rear Wheels of the tandem can be and are placed a considerable distance apart, which substantially. eliminates'heating of the tires, as well as tire chopping from.r gravel and materials thrownupon the rear .tire treads by the front wheels of the tandem. In most commercial structures employing tandem axle assemblies,

such heating and tire chopping has been found vusual types of construction.

`of the front and rear sets of tires.

The advantages derived from mounting an additional motor to the rear of the usual motor, in tandem relation, are important. For one thing, it permits the construction of a multi-motored v hicle nearly entirely from standard parts. There is no need for special rear axle constructions such as are necesary when motors are disposed laterally of each other at the sides of the frame and are connected to the driving axles in off-center arrangement. Thus servicing and repair, as well as initial manufacturing costs, are not increased as they are in some of the more un- In addition, the weight of the motors and driving connections 'is .centrally positioned in the same manner as in the ordinary type of automotive vehicle design.

cause-of the fact that smaller and consequently cheaper replacement parts can be secured. Other operating costs such as those for fuel and lubrication are also remarkably less than in other structures which are capable of doing the same worn and produce substantially the same power although the power plants themselves are materially larger. With my construction, the two 'complete and independent power sources and driving axle assemblies enable the vehicle tobe driven even though one of the units, or any part ci one of the driving axle assemblies or driving connections, is, for any reason, damaged or rentiered inoperative. In traveling with light loads, additional economy is effected with my structure since it is only necessary in such instances to operate one of the power units.

It will of course be understood that various changes may be made in the form, details, arrangement and proportion of the parts without departing from the scope of my invention.

' What is claimed is:-

1. A motor vehicle comprising an elongated frame having a rear pay load carrying portion, tandem wheel assemblies supporting the rearward portions of said frame, said wheel assembliesincluding at least a pair of driving axles each driving a pair of Wheels and operably connectedto said frame, a 'first internal combustion engine c'arried by said frame at the front of the vehicle andA projecting upwardly above said frame, a second internal combustion engine carried by said frame at the fore part of the vehicle behind said first engine and projecting upwardly above said frame, both of said engines being located forward of the pay load carrying portion i of the frame. a first drive shaft below said frame connected to and running directly rearwardly from said ilrst engine to one of said driving axles and operatively connected therewith and a second drive shaft below said frame connected to and running directly rearwardly from said second engine to the other of said driving axles and operatively connected therewith.

l 2; A motor vehicle comprising an elongated frame, a drivers cab mounted on said frame at the forepart thereof, tandem wheel assemblies supporting the rearward portions of said frame,

.so f

said frame having a rear pay load carrying portion, said wheel assemblies including at least a pair of driving axles each driving a pair of wheels and operably connected to said frame, a first internal combustion engine carried b'y said frame at the front of the vehicle and projecting upwardly above said frame forward of the drivers cab, a second internal combustion engine carried by said frame at the forepart of the vehicle directly behind said drivers cab and projecting upwardly above said frame, both of said engines being located forward of the pay load carrying portion of the frame, a first drive shaft below said frame connected to and running directly rearwardly from said first engine to one of said driving axles and operatively connected Atherewith and a second drive shaft below said frame l connected to and running directly rearwardly from said second engine to the other of said driving axles and operatively connected therewith.

3. A motor vehicle comprising an elongated frame having a rear pay load carrying portion, tandem.V re'ar wheel assemblies supporting the rear portions of said frame, said wheel assemblies including at 'least a pair of driving axles on'e located behind 'the other, each driving a pair of wheels and operatively connected to the frame, a

first internal combustion engine carried by said frame at the front of the vehicle and projecting upwardly above said frame, a second internal combustion engine carried by said frame at the forepart of the vehicle .behind said first engine and projecting upwardly above said frame, both ofsaid engines being located forward of the pay load carrying portion of the frame, a first drive shaft below said frame connected to and running directly rearwardly from said first engine to the forward driving axle and operatively con- `nected therewith and a second drive shaft below said frame connected to and running directly rearwardly from said second engine to the'more rearwardly spaced driving axle and operatively connected therewith, said two drive shafts overlapping one another through portions of their length.

4. The structure dened in claim 3, and said second drive shaft passing over said forward driving axle.

5. The structure defined in claim 3, each of said engines having selective transmissions and means for simultaneously shifting both transmissions.

a @WARD C. MERRY. 

